US8600611B2 - System and method for measuring fatigue for mechanical components of an aircraft and aircraft maintenance method - Google Patents

System and method for measuring fatigue for mechanical components of an aircraft and aircraft maintenance method Download PDF

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US8600611B2
US8600611B2 US13/509,874 US201013509874A US8600611B2 US 8600611 B2 US8600611 B2 US 8600611B2 US 201013509874 A US201013509874 A US 201013509874A US 8600611 B2 US8600611 B2 US 8600611B2
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threshold
sensors
sensor
fatigue
stress
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US20120226409A1 (en
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Guilhem Seize
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Safran Aircraft Engines SAS
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SNECMA SAS
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N3/32—Investigating strength properties of solid materials by application of mechanical stress by applying repeated or pulsating forces
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
    • G01M5/0033—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by determining damage, crack or wear
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/0058—Kind of property studied
    • G01N2203/0069—Fatigue, creep, strain-stress relations or elastic constants
    • G01N2203/0073—Fatigue
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/02—Details not specific for a particular testing method
    • G01N2203/026—Specifications of the specimen
    • G01N2203/0286—Miniature specimen; Testing on microregions of a specimen
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/006—Indicating maintenance

Definitions

  • the invention relates to a system and a method for measuring fatigue for mechanical components of an aircraft, for example an airplane, and a method for maintaining the aircraft.
  • Safety rules require airlines to monitor the fatigue of the components of the aircraft that they operate, these components being subjected to a large number of mechanical stresses (or loads). The components are therefore the subject of an overhaul (or maintenance) in a regular and recurrent manner.
  • each overhaul of a suspension makes it necessary to stop the operation of the airplane and to remove the suspension in order to carry out the tests.
  • the frequency of the overhauls is determined in advance and an overhaul is carried out systematically on expiration of each preset time period (for example every 2600 flight cycles (takeoff-flight-landing)), irrespective of the real state of fatigue of the component. So as not to take the risk of carrying out an overhaul too long after the appearance of a state of fatigue requiring an intervention such as a repair or a replacement, this time period must be chosen (by computation or empirically) as being the minimum period beyond which there is a risk that the component will break, even if this risk remains statistically marginal.
  • the components are used for a shorter period than they could actually be, so that they do not achieve periods of use during which the risk of breakage exceeds a certain threshold.
  • criteria are chosen that correspond to the worst case scenarios and it is for this reason that conventionally in the aeronautics field a component is replaced halfway through its theoretical service life, irrespective of its real state of fatigue.
  • the final effective profitability of the components is therefore of the order of 50%, which it would be desirable to improve.
  • the object of the invention is to alleviate these drawbacks and to make it easier to measure the fatigue of mechanical components of aircraft in order to improve the pertinence of their overhauls and optimize their use.
  • the invention applies particularly well to the suspensions of turbojets from airplanes, the components forming these suspensions being subjected to a considerable number of stresses. Nevertheless, the Applicant does not intend to restrict the scope of its rights to just this application, the invention being applied and obtaining advantages in a more general manner to any component of an aircraft subjected to stresses.
  • the invention relates to a system for measuring fatigue of an aircraft component subjected to mechanical stresses, the system comprising a plurality of stress sensors mounted on the component, each sensor being arranged to detect a predetermined mechanical stress threshold and to deliver a data signal representative of the violation of this threshold, the system comprising means for recording these data, the sensors being arranged to detect different stress thresholds in order to make it possible to compute, based on the data recorded by the system, an estimate of the fatigue of the component due to the mechanical stresses.
  • the data recorded by the system are preferably the number of occurrences of violation of each of the thresholds.
  • the sensors can “count” the number of occurrences of stresses violating various thresholds, these occurrences being recorded by the system which makes it possible to deduce therefrom the resultant damage (that is to say the fatigue) to the component. All of the stresses are broken down incrementally, each threshold of a sensor forming one increment.
  • the data recorded by the system also make it possible to replace a component only if its real damage justifies it, unlike the prior art in which the components were scrapped after a predetermined period of time and irrespective of their real state of fatigue.
  • the increments from one stress threshold to another may be constant or open-ended. This can make it possible to concentrate the number of sensors on ranges of particular stresses.
  • the system comprises a processing unit comprising the data-recording means and the sensors comprise means for transmitting the data to the processing unit.
  • the processing unit may comprise means for analyzing the data making it possible to compute on the basis of the data an estimate of the fatigue of the component due to the mechanical stresses.
  • each sensor comprises data-recording means.
  • the system comprises means for transmitting the data—preferably on request—to remote means for analyzing these data, arranged to compute an estimate of the fatigue of the component.
  • remote means may for example comprise a portable device held by an operator; it is therefore sufficient for the latter to receive the data from the system on his device in order to ascertain the state of fatigue of the component.
  • the sensors are mechanical deformation sensors.
  • the sensors are of the MEMS type.
  • MEMS means “microelectromechanical system”. By convention, those skilled in the art refer to these microsystems by the acronym MEMS which will therefore be used in the rest of the description. They are systems incorporating, on a chip, on a miniature scale (of the order of a millimeter or a micrometer), not only electronic computing members, but also mechanical members supplying data to the computing members or controlled by them. These mechanical and electronic members are used to fulfill certain functions, in this instance at least one function of capturing data of mechanical stresses and a function of recording data and/or of transmitting data.
  • the systems of the MEMS type therefore comprise microelectronic and micromechanical members. They are usually manufactured using integrated circuits for the electronic members and using micromachining for the mechanical members.
  • At least two sensors are arranged to detect one and the same stress threshold.
  • the other sensor can still detect the stress threshold in question.
  • the invention applies particularly well to metal components, the fatigue of which is particularly sensitive to the mechanical stresses that are applied to them.
  • the invention also relates to a method for measuring fatigue of an aircraft component subjected to mechanical stresses in which:
  • the method is applied with the aid of the system explained above.
  • the invention also relates to an aircraft maintenance method comprising at least one component subjected to mechanical stresses and a system for measuring fatigue conforming to the system explained above, in which:
  • Such a maintenance method provides all the advantages of the system described above. In particular, it makes it possible to make a decision relating to the appropriateness of an overhaul without removing the component, since it is sufficient to receive the data recorded by the system to ascertain the fatigue of the component.
  • the request is transmitted and the data are received wirelessly by means of a portable transmission/reception device.
  • the portable device comprises processing means making it possible to compute an estimate of the fatigue of the component.
  • FIG. 1 represents a schematic view in perspective, seen from downstream, of a turbojet suspended from the structure of an aircraft by a first type of suspension;
  • FIG. 2 represents a schematic view in perspective, seen from upstream, of a second type of suspension that can be used on a turbojet;
  • FIG. 3 is a schematic representation of the system of the invention with a representation of the law governing the response of the sensors to the mechanical stresses and
  • FIG. 4 is a histogram representing the data recorded by the sensors of the system of the invention during a determined period of time.
  • a turbojet 1 comprises a fan 2 by which the outside air is aspirated into the turbojet, a low-pressure compressor upstream of a high-pressure compressor, these compressors being arranged to compress the air and at the exit of which the compressed air is guided to a combustion chamber where it is burnt with fuel that is also compressed; the burnt gases are guided to a high-pressure turbine then a low-pressure turbine at the exit of which they are expelled from the turbojet through an exhaust nozzle.
  • the various portions of the turbojet are contained in casings.
  • the turbojet 1 shown in FIG. 1 comprises in particular, upstream, a fan casing and a casing 3 called the intermediate casing and, downstream, an exhaust casing 4 .
  • the intermediate casing 3 and the exhaust casing 4 are structural casings of the structure of the turbojet 1 .
  • the intermediate casing 3 comprises an external shroud 3 a connected by radial arms 3 b to a hub 3 c supporting, by means of upstream rolling bearings, the rotor shafts of the low-pressure and high-pressure spools of the turbojet 1 .
  • the exhaust casing 4 comprises an external shroud 4 a supporting a hub on which the downstream rolling bearings of the rotor shafts of the low-pressure and high-pressure spools are mounted.
  • the engine 1 is suspended from the structure of the aircraft that it propels, and that is not shown, by a front suspension 5 and by a rear suspension 6 both being attached to a pylon P or engine mast P itself secured to the structure of the aircraft.
  • the front suspension 5 is of the type comprising a snout 7 received in an adapted attachment housing of the intermediate casing 3 .
  • the rear suspension 6 comprises a beam 8 directly attached to the exhaust casing 4 .
  • Such suspensions are well known to those skilled in the art and it is not necessary, in the context of this description, to describe them in greater detail.
  • a system 10 for measuring fatigue On certain components of the device for suspending the turbojet from the aircraft, a system 10 for measuring fatigue has been arranged. More precisely, a system is arranged on each of those components that it is desired to be able to measure the fatigue due to the stresses to which the component is subjected.
  • a measurement system 10 has been provided on the snout 7 of the front suspension 5 , on the beam 8 of the rear suspension 6 , on each connecting rod connecting the beam 8 of the rear suspension 6 to the intermediate casing 4 a and to the pylon P.
  • FIG. 2 Shown in FIG. 2 are certain elements involved in the suspension of a turbojet according to a second type of suspension and on which it is possible to provide a system 10 for measuring fatigue according to the invention.
  • FIG. 2 shows only one beam P′ and front suspensions 5 ′ and rear suspensions 6 ′ of such a turbojet, these elements being represented alone but in their context, only two circles Ca, Cb having been drawn to represent schematically the casings of the turbojet on which the suspensions 5 ′, 6 ′ are mounted.
  • the front suspension 5 ′ comprises a rectilinear beam 9 a connected by connecting rods to an intermediate beam 9 b commonly called a “yoke” by those skilled in the art and itself connected to the intermediate casing of the turbojet by connecting rods; the suspensions of this type are well known in the field.
  • the rear suspension 6 ′ for its part comprises a single beam.
  • a system 10 for measuring fatigue is provided on each of the components of which it is desired to monitor the fatigue, for example on the pylon P′, on the beam 9 a of the front suspension 5 ′, on the intermediate beam (yoke) 9 b of the front suspension 5 ′ and on the rear suspension beam 6 ′. It is moreover possible to provide measurement systems 10 for certain connecting rods of the suspension device.
  • system 10 for measuring fatigue of the invention can be put in place on many components of the turbojet or of the aircraft because of its simplicity.
  • each measurement system 10 is specifically dedicated to the measurement of the fatigue due to the stresses exerted in the direction of a degree of freedom of the engine.
  • An engine comprises six degrees of freedom, typically in translation in three perpendicular directions and in rotation about these directions; these six degrees of freedom can be modeled by six connecting rods working in tension-compression; since the sensors of a measurement system 10 measure the tension-compression forces, each system 10 can monitor the fatigue due to the stresses on a connecting rod. It is therefore possible to provide several systems 10 for the engine, each system 10 measuring the fatigue of one connecting rod; according to one particular embodiment, one system 10 is provided for each connecting rod, all of the degrees of freedom thus being able to be monitored.
  • sensors Ci can be placed on either side of the plane of symmetry, preferably by alternating, from one side to the other, the thresholds of the sensors Ci.
  • the pylon P′ shown in FIG. 2 extending generally along an axis W and being generally symmetrical relative to a plane of symmetry Ps containing this axis W, sensors Ci can be distributed on either side of the plane Ps, alternating the successive thresholds on either side of this plane Ps.
  • the sensors C 1 -C 5 are installed on the component for which it is desired to measure the fatigue resulting from the mechanical stresses that it sustains.
  • the values assigned to the sensors are notional and designed only for understanding the operation of the system. Those skilled in the art will adapt the system (in particular the number of sensors, the value of the stress thresholds that they detect and the number of detected thresholds) to the component on which he installs the system 10 , in particular as a function of the materials used.
  • Each sensor C 1 -C 5 is arranged to detect a predetermined level or threshold of mechanical stress and to deliver a data signal (in this instance a bit) if this threshold is violated.
  • the sensors C 1 -C 5 are each sensors of a determined threshold stress and each sensor makes it possible to count the number of occurrences of stresses greater than this threshold stress.
  • each sensor Ci sustains substantially this same deformation. If the deformation that it sustains is below its trigger threshold, the sensor transmits no signal; if the deformation is above its trigger threshold, the sensor transmits a signal (bit). Moreover, in the embodiment described, in the event of prolonged load, a sensor Ci transmits only one bit; a sensor Ci transmits a new bit only if the stress level returns below its threshold S(Ci) before going back over it again.
  • the component sustains a deformation equal to 3300 ⁇ def; in this case, the sensors C 1 , C 2 and C 3 transmit a bit and the sensors C 4 and C 5 do not transmit any.
  • the data of the sensors C 1 -C 5 (that is to say the number of bits that they have each transmitted) during the use of the aircraft that is provided therewith are recorded and stored in a memory of a processing unit 11 of the measurement system 10 , this processing unit 11 being able, for example, to be installed close to the zone where the sensors C 1 -C 5 are installed and communicating with them by radio waves 12 , as shown schematically in FIG. 3 . More precisely, when it transmits a bit, a sensor Ci transfers a data signal by radio waves 12 to the processing unit 11 , this signal comprising an identification of the sensor Ci; the processing unit 11 can then increment the counter of the sensor Ci in question.
  • the electronic recording of sensor data is a known practice and it is not necessary here to describe it in detail; it may be used conventionally.
  • the processing unit 11 may be contained in the computer of the turbojet, well known under its acronym of FADEC which means “Full Authority Digital Engine Control”. Described here is a data communication between the sensors Ci and the processing unit 11 by radio waves (high frequency or low frequency), but it goes without saying that any other communication means, with, or wireless, irrespective of the protocol, can be envisaged.
  • the data from the sensors Ci can be recorded directly in means arranged directly in the sensors.
  • the system comprises data relating to the number of deformations that have been sustained by each sensor C 1 -C 5 and that are higher than their respective thresholds.
  • FIG. 4 shows a histogram representative of the data recorded by the sensors of the system 10 during a determined period of time (for example from the time the component fitted with the sensors C 1 -C 5 was placed in service).
  • This histogram represents, on the x axis, the sensors C 1 -C 5 in question and, on the y axis, the number N of signals equal to 1 that each sensor has transmitted during the determined period of time.
  • the first sensor C 1 has transmitted 8000 bits (signifying that it has sustained 8000 deformations higher than its trigger threshold 1000 ⁇ def)
  • the second sensor C 2 has transmitted 4000 bits (signifying that it has sustained 4000 deformations higher than its trigger threshold 2000 ⁇ def)
  • the third sensor C 3 has transmitted 2000 bits
  • the fourth sensor C 4 has transmitted 1000 bits
  • the fifth sensor C 5 has transmitted 1000 bits.
  • n(A) represents the number of occurrences (cycles) of the event leading to the application of the stress (deformation) A and
  • N(A) represents the number of occurrences (cycles) of the event leading to the application of the stress (deformation) A that the component can withstand before it breaks (this value is conventionally determined by virtue of the curves called Wohler curves).
  • the number of signals transmitted by each sensor Ci is representative of the fatigue that it has sustained, since it is a function of the number of occurrences of the various deformations to which the component has been subjected. It is possible to deduce, from the data recorded by the sensors Ci, an equivalent damage Di per sensor Ci; this equivalent damage Di corresponds to the damage resulting from the application of stresses higher than the threshold S(Ci) of the sensor Ci but lower than the higher threshold S(Ci+1).
  • the equivalent damage Di of a sensor Ci can then be computed on the basis of this number n(Ci), by applying it to one or more of the stresses representative of the range of stresses in question. Not knowing the exact distribution of the stresses in the range of stresses, it is possible in this instance to make an approximation; several solutions can be envisaged:
  • the method comprises in this case the following steps:
  • the n sensors Ci measure the number of occurrences N(Ci) of stresses higher than their threshold S(Ci);
  • n ( Cn ) N ( Cn );
  • an operator may have in his possession a device 13 for receiving the data recorded by the sensors Ci.
  • the device 13 is arranged to communicate by radiowaves 12 with the processing unit 11 of the system; any other form of communication may of course be provided.
  • the device 13 may be arranged to communicate directly with the sensors Ci so that the latter transmit individually to it the data that they have recorded.
  • a computing software program Algorithm
  • the operator brings his device 13 close to the component (for example a suspension of the airplane), the latter downloads, automatically or on instructions, the data recorded by the sensors Ci and computes the damage D TOTAL , that is to say the fatigue, of the suspension, which allows the operator to make a decision in consequence.
  • the component for example a suspension of the airplane
  • the analysis is not made by the operator himself but automatically by the device 13 .
  • the device 13 emits no signal (or emits for example a green light) and, if an overhaul is necessary, the device 13 emits an audible signal (or emits for example a red light).
  • the information collected by the device 13 is transmitted, automatically or on request of the operator, to a computer server or any other device arranged to receive this information and to process it.
  • the monitoring of the fatigue of the component is carried out automatically by the processing unit 11 (for example the FADEC) which automatically alerts a third party (such as the pilot of the airplane, its manufacturer, its operator, a computer server or other elements) when a certain level of fatigue is exceeded.
  • the processing unit 11 for example the FADEC
  • a third party such as the pilot of the airplane, its manufacturer, its operator, a computer server or other elements
  • the system 10 of the invention makes it possible to count the stresses to which a component is subjected and consequently to construct a complex fatigue spectrum.
  • the system 10 also makes it possible to have an accurate capture of the history of the events during the use of the component.
  • the sensors with low-amplitude thresholds more particularly give information on the normal use of the component, that is to say on its effective period of use since it was used for the first time.
  • the sensors with high-amplitude thresholds more particularly give information on the exceptional stresses to which the component might have been subjected such as hard landings for example.
  • the system is thus an excellent maintenance tool for the end user of a component.
  • the sensors comprise a clock making them deliver a bit at regular intervals, this bit being equal to 0 if the sensor is not subjected to a stress violating its threshold and equal to 1 if the sensor is subjected to a stress violating its threshold. This would be possible with digital sensors.
  • mechanical sensors delivering a signal only in the event of excitation by a stress higher than their threshold; such mechanical sensors have the advantage of being simple to use but also to supply with energy.
  • the system 10 has been explained in relation to positive deformations ( ⁇ def taking only positive values).
  • the system may comprise sensors with a positive threshold ( ⁇ def>0) and/or sensors with a negative threshold ( ⁇ def ⁇ 0), which makes it possible to count the stresses in one direction (tension) and in the other (compression) for example.
  • the increments may be all identical or be progressive; the value of a progression of increments is that it is possible to have more precise measurements in the most common stress ranges and less precise measurements for the exceptional stresses (which in any case generate very high stresses).
  • the minimum detected deformation may be equal to 1000 ⁇ def (the threshold of the first sensor C 1 ) and the maximum detected deformation equal to 5000 ⁇ def (the threshold of the last sensor Cn) with a space between successive thresholds that is equal to 200 ⁇ def (in this case, 21 sensors are provided of which the thresholds are respectively equal to 1000, 1200, 1400, . . . , 5000).
  • the system 10 of the invention has been explained as being placed on a component but it could be placed on a structure comprising a plurality of components and allow the fatigue of the assembly to be monitored.
  • the sensors should preferably withstand temperatures in a range between ⁇ 55° C. and 600° C. (in particular for turbojet suspensions) and be able to withstand splattering with oil and fuel. They should also preferably be able to withstand corrosion and dirt and in particular those associated with the spraying of water, of salt, of sand and of sludge. Moreover, advantageously they should withstand nondestructive inspections such as penetrant inspection, the application of eddy currents, of X-rays, etc. Preferably they should have electromagnetic compatibility with various waves (radio, audio, etc.).
  • the sensors should also be able to withstand the mechanical vibrations of the turbojet which may be of the order of several tens of kHz, in particular those due to the rotation of the rotating components of the turbojet (from 0 to 5500 revolutions per minute for the low-pressure spool and from 0 to 20 000 revolutions per minute for the high-pressure spool) and tolerate impacts of from several tens to several tens of thousands of g (9.81 m ⁇ s ⁇ 2 ). Preferably they should also tolerate static and quasi-static deflections under various types of loads.
  • the sensors should also preferably have a service life at least equal to that of the component on which they are intended to be installed since they are designed to monitor the state of fatigue thereof throughout its service life.
  • their service life could be greater than 60 years or than 70 or 80 000 flight cycles (takeoff-flight-landing).
  • the sensors can sustain more than 10 9 occurrences of stresses beyond their threshold. Throughout their use and the application to them of dynamic loads, the sensors must preferably not be adversely affected in their operation.
  • the power supply of the sensors is independent of that of the aircraft.
  • the system of the invention is particularly advantageous for turbojet suspension devices and in particular the connecting rods of these devices, their beams or else their pylons.
  • the system of the invention may also advantageously be arranged on landing gear of airplanes or on brake bars. In general, it may be arranged on any component that can be instrumentable (that is to say on which it is possible to install sensors) and the use of which causes varied stresses justifying obtaining a complex fatigue spectrum; this is notably the case with the various connecting rods and shackles of a turbojet.
  • the sensors of the invention make it possible to monitor the various types of fatigue under stresses for example conventionally designated in the Wohler curves for each zone of oligocyclic fatigue (under high stress, where the breakage occurs after a small number of occurrences and is preceded by a notable plastic deformation), for each zone of fatigue (or limited endurance, where the breakage is expected after a number of cycles that increases when the stress decreases), and for each zone of unlimited endurance; naturally, the zone of unlimited endurance is of less value since the component is normally replaced before a breakage can occur because of stresses corresponding to this zone.
  • the sensors Ci of the system 10 are installed in devices (or sensors) of the MEMS type that have already been explained in the introduction.
  • the devices of the MEMS type because of their miniaturization, comprise micromechanisms of which the response time is extremely short, which provides them with a very rapid reaction time.
  • Such devices may be easily housed in the components of the turbojet. They may also be self-powered and therefore be autonomous, which makes them easier to install and provides guaranteed safety of the assembly.
  • the self-powering means of a device of the MEMS type may for example consist of means arranged to convert the ambient energy of the turbojet into electrical energy (for example a microturbine using the surrounding gases to generate electricity and power the device).
  • means for processing the data measured by the sensor of the device of the MEMS type can be provided on this same device.

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FR0958123A FR2952718B1 (fr) 2009-11-17 2009-11-17 Systeme et procede de mesure de fatigue pour pieces mecaniques d'un aeronef et procede de maintenance de l'aeronef
FR0958123 2009-11-17
PCT/EP2010/067455 WO2011061141A1 (fr) 2009-11-17 2010-11-15 Systeme et procede de mesure de fatigue pour pieces mecaniques d'un aeronef et procede de maintenance de l'aeronef

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US9371630B1 (en) 2014-12-19 2016-06-21 Caterpillar Inc. Determination of undercarriage idler and roller wear based on final drive speed
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RU2566373C2 (ru) 2015-10-27
JP5850845B2 (ja) 2016-02-03
EP2502047A1 (fr) 2012-09-26
JP2013511051A (ja) 2013-03-28
CN102667440A (zh) 2012-09-12
CN102667440B (zh) 2016-04-27
WO2011061141A1 (fr) 2011-05-26
CA2780600A1 (fr) 2011-05-26
US20120226409A1 (en) 2012-09-06
RU2012125064A (ru) 2013-12-27
FR2952718B1 (fr) 2015-10-30
BR112012011410B1 (pt) 2020-04-07
BR112012011410A2 (pt) 2016-05-03
EP2502047B1 (fr) 2017-11-15
CA2780600C (fr) 2018-05-15
FR2952718A1 (fr) 2011-05-20

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